Unmanned aircraft turn and approach system

ABSTRACT

An aircraft including a wing system, a plurality of control surfaces, a camera mounted on a camera pod, and a control system. The camera pod is configured to vary the orientation of the camera field of view only in yaw, relative to the aircraft, between a directly forward-looking orientation and a side-looking orientation. The control system controls the control surfaces such that they induce a significant aircraft yaw causing an identified target to be within the field of view of the camera with the camera in the directly forward-looking orientation.

The present application is a Continuation application of U.S. patentapplication Ser. No. 15/355,014, filed Nov. 17, 2016, which claims thebenefit of U.S. Provisional Application No. 62/257,206, filed Nov. 18,2015, each of which is incorporated herein by reference for allpurposes.

The present invention relates generally to an unmanned aircraft controlsystem providing the ability to turn and approach a target withoutlosing a positive identification of the target.

BACKGROUND OF THE INVENTION

The use of unmanned aerial vehicles (“UAVs”) for delivering munitions toa target is known. In some cases, these UAVs are configured as remotelycontrolled missiles, in that they are configured to detonate uponreaching the target. Because these are typically limited-use orsingle-use or devices, the cost of each UAV is a critical designparameter.

For large single-use UAVs, the cost, size and weight of a guidancesystem component such as a camera on a two-dimensional gimbal may not bevery significant. However, for very small UAVs, the cost, size andweight of such a system component can be very significant. Thus, verysmall UAVs must be designed with minimal complexity in their systems.

Modern rules of engagement may require that a positive identification(“PID”) of a target be established prior to initiating an attack whileused within theatres of operation that may contain civilians. Typically,the PID must be maintained from a time prior to an activity that commitsto the initiation of the attack, throughout a terminal phase of theattack. Additionally, in such theaters modern rules of engagement mayrequire that a potential target be established as a legitimate targetprior to reaching a wave-off requirement, i.e., a period of time (e.g.,5 seconds) prior to completing the attack.

With reference to FIGS. 1A and 1B, a remotely controlled aircraft 10that is equipped with a forward-looking camera 20, a side-looking camera30 and an integrated explosive. The forward-looking camera 20 has alimited forward field of view 22 and a separate side field of view 32 isprovided by the side-looking camera 30. This configuration provides forthe aircraft to first locate a potential target 51, and then loiter in apattern 53 around the target until an operator/pilot of the aircraftestablishes that the aircraft has a PID on a target that is a legitimatetarget. As shown in FIG. 1B, one loitering technique is to fly theaircraft 10 in a geometric pattern (e.g., a circle) around the potentialtarget until the legitimacy of the target 51 is established. In doingso, the side-view camera 30 maintains a continuous view of the potentialtarget within its field of view 32, and therefore it maintains a PID onthe potential target so long as there are no obstructions. The velocityvector is roughly 90° off of the direction towards the target. Thepattern 53 may be flown at a higher altitude than that of the glide pathof an attack on the target.

In a target-approach maneuver, when the legitimacy of the target isestablished, the aircraft operator commits to the action at a groundcommit-location 55 (a spot on the ground under the location where commitaction was done), and flies an approximately 90° turn 57 to flyoutbound, away from the target (on an outbound leg 59), for anappropriate distance. During this portion of the flight, the altitudemay be reduced. The aircraft then flies a 180° turn 61 to fly inboundtoward the target on an inbound leg 63.

The 90° turn 57 is not as tight as the 180° turn 61 (i.e., the radius ofthe 180° turn has a smaller radius). This places the groundcommit-location 55 in which the 90° turn was initiated between theground locations of the aircraft and the target 51. Thus, on the inboundleg, the aircraft returns to the ground commit-location 55 over which itinitiated the 90° turn, having a velocity vector that is toward thetarget rather than roughly 90° off of that direction. This can beaccomplished using inertial navigation and/or GPS. The inbound leg 63includes an initial approach 67 leading from the 180° turn 61 to theground commit-location 55, and a final approach 69 leading from theground commit-location 55 to the target 51.

Because the aircraft loses sight of the target 51 throughout a portionof this outbound-and-inbound maneuver, the aircraft must reestablish PIDon the target once it is visible in the forward-facing camera 20.Because PID is lost during these maneuvers, the aircraft operator mustthen reestablish that the target is the previously identified legitimatetarget.

This outbound-and-inbound maneuver provides a number of advantages.First, it allows for the aircraft altitude to be reduced to a preferableglide path on both the outbound leg and the inbound leg. Second, itprovides for the aircraft's velocity vector to be turned toward thetarget. Third, it provides for a longer approach to the target, andtherefore more time for the operator to reestablish that the target is alegitimate target. Fourth, it allows for an attack through a narrowwindow of attack vectors, such as could occur when the target is locatedaround or between tall buildings 65.

Nevertheless, it also has drawbacks, in that requires a substantialamount of time to complete, and that it places the aircraft over moreterrain at reduced altitudes. This potentially allows observers in thearea, to detect the aircraft and raise the alarm. Moreover, the time forthis extended maneuver allows time for a mobile target to depart, evenif the aircraft is not detected. Also, after the PID is lost on theoutbound leg, the legitimacy of the target must be reestablished on theinbound leg, raising the possibility that the legitimacy might not bereestablished prior to having to abort the attack.

It should be noted that in FIG. 1B, the sizes of the various portions ofthe flight paths, and the sizes of the aircraft 10, target 51 andobstructions 65, are not necessarily representative of actualconditions. Rather, they are sized to clearly illustrate the concepts ofthe maneuver.

Accordingly, there has existed a need for an armed aircraft that isloitering around a target to be able to reduce its altitude to the levelof a preferable glidepath, turn its velocity vector toward the target,and not lose time reestablishing that the target is legitimate, allwhile not incurring significant risk of exposure. Preferred embodimentsof the present invention satisfy these and other needs, and providefurther related advantages.

SUMMARY OF THE INVENTION

In various embodiments, the present invention solves some or all of theneeds mentioned above, providing a small unmanned armed aircraft systemthat is able to turn its velocity vector toward a target while notlosing a positive identification (“PID”) of the target while it isflying past or loitering around the target.

The unmanned aircraft system includes an aircraft including a wingsystem, a plurality of control surfaces, a camera on a camera pod, and acontrol system. The wing system is configured to carry the majority ofthe aircraft weight when in flight. The plurality of control surfaces isconfigured to control aircraft pitch, aircraft roll and aircraft yaw inflight. The camera is characterized by a field of view, and is mountedon the camera pod. The camera pod is configured to vary the orientationof the camera field of view only in yaw, relative to the aircraft,between a directly forward-looking orientation and a side-lookingorientation.

Advantageously, when the camera is in an at least partially side-lookingorientation and observing an identified target, the control system isconfigured to control the control surfaces, and further configured tocontrol the camera pod to change the camera position in yaw relative tothe aircraft so as to maintain a PID on the target. Using this system,the camera may maintain the PID of the target while the aircraft turnsits flight vector toward the target.

Under a further feature of the invention, the control system controlsthe control surfaces such that they induce a significant aircraft yawcausing the identified target to be within the field of view of thecamera with the camera in the directly forward-looking orientation.Advantageously, this allows the aircraft to roll significantly more thanthe field of view would allow without the camera being in the directlyforward-looking orientation, providing for a sharper turn.

Other features and advantages of the invention will become apparent fromthe following detailed description of the preferred embodiments, takenwith the accompanying drawings, which illustrate, by way of example, theprinciples of the invention. The detailed description of particularpreferred embodiments, as set out below to enable one to build and usean embodiment of the invention, are not intended to limit the enumeratedclaims, but rather, they are intended to serve as particular examples ofthe claimed invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a perspective view of a prior art small, unmanned, weaponizedaircraft.

FIG. 1B is a prior art target-approach maneuver.

FIG. 2 is a perspective view of a small, unmanned, weaponized aircraftthat is part of an aircraft system embodying the invention.

FIG. 3 is a remote-control station that is part of the aircraft systempartially depicted in FIG. 2.

FIG. 4 is a launch tube that is part of the aircraft system partiallydepicted in FIG. 2.

FIG. 5 is a top view of the aircraft depicted in FIG. 2.

FIG. 6 is a cross-sectional view of the aircraft depicted in FIG. 2loaded into the launch tube depicted in FIG. 4.

FIG. 7 is a cross-sectional view of the aircraft depicted in FIG. 2being launched from launch tube depicted in FIG. 4.

FIG. 8 is a perspective view of a camera pod that is part of theaircraft depicted in FIG. 2.

FIG. 9 is a perspective view of the camera pod depicted in FIG. 8, setin a forward looking orientation on the aircraft depicted in FIG. 2.

FIG. 10 is a perspective view of the camera pod depicted in FIG. 8, setin a side looking orientation on the aircraft depicted in FIG. 2.

FIG. 11 is a depiction of a field of view of a camera on the camera poddepicted in FIG. 8.

FIG. 12 is an aerial view depiction of a set of possible approachvectors for a target in a first location.

FIG. 13 is an aerial view depiction of a set of possible approachvectors for a target in a second location.

FIG. 14 is an aerial view depiction of a set of possible approachvectors for a target in a third location.

FIG. 15 is a schematic view of an automated control system that is partof the aircraft system partially depicted in FIG. 2.

FIG. 16 is an aerial view depiction of three different PID operationalvariations.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The invention summarized above and defined by the enumerated claims maybe better understood by referring to the following detailed description,which should be read with the accompanying drawings. This detaileddescription of particular preferred embodiments of the invention, setout below to enable one to build and use particular implementations ofthe invention, is not intended to limit the enumerated claims, butrather, it is intended to provide particular examples of them.

With reference to FIGS. 2-5, typical embodiments of the presentinvention reside in very small, weaponized, human-portable unmannedaircraft systems. One embodiment of an unmanned aircraft system underthe invention includes an unmanned aircraft 101, a remote-controlstation 103 (typically a ground station), and a launch tube 105. Theaircraft is configured as a remotely controlled missile, in that it isconfigured to detonate as a weapon upon reaching a target, destroyingthe aircraft and damaging or destroying the target. It is therefore alimited-use or single-use or aircraft, and thus the cost of the aircraftis a critical design parameter.

Unmanned Aircraft

The aircraft 101 includes a fuselage 111, an empennage 113, and a wingsystem including a main wing 115 configured to carry a significantportion of (and often the majority of) the aircraft weight when inflight. The wing and empennage are provided with a plurality of controlsurfaces 117 configured to control aircraft pitch, aircraft roll andaircraft yaw while in flight.

The aircraft 101 is characterized by a roll axis 121, a pitch axis 123and a yaw axis 125. As is known in the art, the roll axis defines directforward-looking and aft-looking directions, the pitch axis definesdirect port and starboard side-looking directions, and the yaw axisdefines direct upward-looking and downward-looking directions.

Launch System

With reference to FIGS. 2, 4, 6 and 7, the aircraft empennage 113 andmain wing 115 flight surfaces 117 (including the control surfaces) areconfigured to rotate such that they rotate relative to the fuselage 111between a retracted position (see, FIGS. 6 and 7) and a flight position(see FIG. 2). With the empennage and main wing in the retractedposition, the aircraft 101 can be placed within the launch tube 105.

To launch the aircraft 101 into flight, the aircraft is explosivelyejected from the launch tube 105 (see FIGS. 6 and 7). After the aircraftleaves the launch tube, the main wing 115 and empennage 113 are extendedto their flight positions. The explosive launch of the aircraft subjectsall components of the aircraft to high g-force levels. Therefore, allcomponents of the aircraft must be adequately robust to survive thelaunch.

Camera System

With reference to FIGS. 2, 5 and 8, mounted on the fuselage 111 is acamera system having at least one camera, and typically including a pairof cameras, including a visual (EO) camera 131 and an infrared (IR)camera 133 mounted on a camera pod 135. Each camera is characterized bya field of view 136, which typically will be the same size or larger ina vertical dimension 137 than in a lateral dimension 139 (i.e., it is ina portrait orientation rather than a landscape orientation). The camerapod has only a single gimbal 140, and is configured to vary theorientation of the camera field of view only in yaw relative to theaircraft 101.

The camera pod 135 can rotate both the EO camera 131 and the IR camera133 in yaw, relative to the aircraft, looking at least between adirectly forward-looking orientation 141 (i.e., in the directforward-looking direction depicted in FIG. 9), and a directlyside-looking orientation 143 (i.e., in one of the direct side-lookingdirections, such as one depicted in FIG. 10). Optionally, the camera maybe able to rotate the camera in yaw further, such as to orient thecamera 45° aft 145 of the directly side-looking orientation to anaft-looking orientation 143.

With reference to FIGS. 8 and 11, an exemplary EO camera might have avertical field of view 151 of 60° in the vertical dimension 137, and alateral field of view 153 of approximately 40° in the lateral dimension139. Because the camera will generally be used for viewing the ground,its vertical center of view 155 might be angled downward from anaircraft lateral direction 157 (in level flight) by a downward-lookingangle 159, such as of 8° or more. Also, to maintain a positiveidentification (“PID”) of the target during turbulence, a safety margin161 (typically of 5° to 10°) should be maintained between the target'slocation in the field of view and the edge of the field of view. Thisdefines an EO camera usable field of view 163.

An exemplary IR camera might well have similar sizing, through notnecessarily the exact same dimensions. It will have a vertical field ofview in the vertical dimension, and a lateral field of view in thelateral dimension. It will have a center of vertical view angleddownward from a camera vertical center view by a downward angle. Tomaintain PID during turbulence, a safety margin should be maintainedbetween the target's location in the field of view and the edge of thefield of view. Thus defining an IR camera usable field of view.

For either camera, when a PID of a target is established in the usablefield of view (e.g., the EO camera usable field of view 163) with thecamera in a side-looking yaw orientation with respect to the aircraft,the ability of the aircraft to roll without losing PID is limited by theusable field of view. More particularly, the aircraft cannot roll toturn toward the target any farther than the top of the usable field ofview allows (or PID is lost). Likewise, the aircraft cannot roll to turnaway from the target any farther than the bottom of the usable field ofview allows (or PID is lost).

For either camera, when a PID of a target is established in the usablefield of view (e.g., the EO camera usable field of view 163) with thecamera in a forward-looking yaw orientation with respect to theaircraft, the ability of the aircraft to roll is not limited by theusable field of view so long as the target is within a safe roll zone ofthe field of view. The safe roll zone is the portion of the field ofview in which objects stay in view regardless of the roll angle of theaircraft up to a maximum roll angle, such as up to ±90°. This will beaffected by various parameters, such as the downward-looking angle 159and the flight characteristics of the aircraft. For a given aircraft,this may be experimentally determined.

Remote-Control Station

With reference to FIG. 3, the aircraft system remote-control station 103will typically, but not necessarily, be used by an operator/pilot on theground (e.g., a ground station). Other possible operator/pilot locationsinclude a boat or a plane.

The remote-control station 103 is configured for the operator toremotely control the aircraft. More particularly, the remote-controlstation includes a video monitor 171 (as is known for unmanned aircraft)for displaying both flight control information and a live video feedfrom the aircraft to provide for visual flight, particularly for whenthe aircraft is not in view of the user. The remote control stationfurther has a manual controller 173 to control the various aircraftfeatures and functions. Optionally, this controller may be of a typesimilar to those known for video gaming such that the operation of theaircraft 101 might be more quickly learned by operators familiar withvideo game controls.

To provide communication with the aircraft 101, the remote-controlstation 103 is provided with communication equipment 175 configured forthe transmission and receipt of communication signals 177, and thus theremote-control station is provided with two-way communication with theaircraft. These communication signals may include flight controlinformation and commands, and payload related signals.

Attack Vectors

With reference to FIGS. 12-14, different target locations will becharacterized by different windows of attack vectors. In some locations(see, e.g., FIG. 12), there may be many obstructions around a target201, allowing for only a limited range 203 of attack vectors, extendingfrom an initial attack vector 205 option to a final attack vector 207option. It should be noted that the terms initial and final in thiscontext respectively denote the first available attack vector (finalapproach vector) from a given pattern of loiter 209 in a givendirection, and the last available attack vector from that pattern ofloiter.

In other locations (see, e.g., FIG. 13), there may be some obstructionsaround a target 211, allowing for a much wider range 213 of attackvectors, extending from an initial attack vector 215 option to a finalattack vector 217 option around a given pattern of loiter 219 in a givendirection. In yet other locations (see, e.g., FIG. 14), there may be noobstructions around a target 221, allowing for a 360° range 223 ofattack vectors 225 options. It should be noted that the shape of theloiter pattern might also limit the range of attack vectors. Forexample, the aircraft might have to avoid casting a shadow on thetarget, and thus it might fly too close to a target to set up an attackvector using a desired maneuver.

It should be noted that in the various figures depicting targets andflight paths in this detailed description, the sizes of the variousportions of the flight paths, and the sizes of the targets andobstructions are not necessarily representative of actual conditions.Rather, they are sized to clearly illustrate the depicted concepts.

Automated Control System

With reference to FIGS. 2, 3 and 15, the aircraft system includes anautomated control system 241 having both hardware and software, thehardware including a processor and computer memory. The automatedcontrol system includes an aircraft control system 243 on the aircraft101, and a station control system 245 on the remote-control station 103.

The aircraft control system 243 is provided with wiring functionallylinking the aircraft control system to servos configured to control thecontrol surfaces 117, and is further provided with wiring functionallylinking the aircraft control system to a servo configured to control thecamera pod 135 so as to change the camera orientation in yaw relative tothe aircraft.

To provide communication with the remote-control station 103, theaircraft 101 is provided with communication equipment configured for thetransmission and receipt of the remote-control station communicationsignals 177. These communication signals may include flight controlinformation and commands, and payload related signals.

The automated control system 241 provides an operator of theremote-control station 103 to manually control the aircraft 101, andfurther provides for various automated autopilot functions. Among theseautomated autopilot functions is a COMMIT function for use when a targetis identified, typically with PID. The COMMIT function may be used whenthe camera pod 135 positions the camera 131 in an at least partiallyside-looking orientation (e.g., depicted in FIG. 10) and observing anidentified target to the side of the aircraft and within the range ofside looking angles that are within the yawing range of the camera pod.Also among the functions is an ABORT function, in which a COMMITfunction is aborted and full control of the aircraft either returns tothe operator or returns to a standard flight computer autopilot.

The COMMIT function causes the automated control system 241 to controlthe control surfaces, the camera system yaw servos and the payload(weapon) such that the aircraft is guided to the target and the payloadis activated. The COMMIT function may be used in a variety ofsituations. In each of the situations, the operator of theremote-control station 105 has typically established a PID of a targetthat has been established as a legitimate target.

In a first situation, the aircraft 101 is circumnavigating an identifiedtarget in a pattern that might or might not be circular. In thissituation, the camera pod 135 might not have to adjust the yaw of thecamera system relative to the aircraft to keep the target within viewprior to using the COMMIT function. In a second situation, the aircraftis flying past an identified target, possibly in a straight line. Inthis situation, the camera pod needs to continuously (or periodically)adjust the yaw of the camera system relative to the aircraft to keep thetarget within the usable field of view of at least one camera of thecamera system. Similarly, in a third situation, if the aircraft wasclose to a target on the side of the aircraft (e.g., flying in a circlearound the target or a straight line past the target), the aircraftcould spiral radially outward relative to the target, allowing a PIDwhile slightly increasing the approach distance and decreasing thealtitude. A wide variety of other situations are also envisioned withinthe scope of the invention, such as spiraling inward toward a target.

The COMMIT function may include a variety of operational variations. Atleast some of these COMMIT function operational variations maintain thePID of the target throughout the flight to the target, and require nofurther participation by an operator.

Regardless of what operational variation is desired, prior to initiatingthe COMMIT function, the desired operational variation is selected, suchas from a pull-down menu. Depending on the selected operationalvariation, some pre-COMMIT flight activities might be necessary. Forexample, some altitude may need to be reduced prior to doing certainoperational variations. Also, some changes in airspeed may be necessary.To accommodate some maneuvers, it might be preferable to manually spiraloutward or inward prior to initiating the COMMIT function. It should benoted that all of the described pre-COMMIT flight activities could beincorporated into a COMMIT function to create yet additional operationalvariations of the COMMIT function.

Once any pre-COMMIT activities are completed, the operator activates theCOMMIT function on the remote-control station 105. At this point theautomated control system takes control of the aircraft and guides it tothe target. For many (though typically not all) COMMIT operationalvariations, this activity happens from beginning to end without losingPID, and thus without requiring the operator to reestablish that thetarget is a legitimate target.

Regardless of the pre-COMMIT activities, in the situations describedabove there are a number of possibilities regarding the relativepositions of the aircraft and target prior to a pre-COMMIT function.First, the aircraft can be approaching the target on a linear or curvingprofile, such that the necessary turn angle (i.e., the angle between thepresent velocity and the final approach angle) is under 90°. This mayalso be because the aircraft is on a curving flyby that has not yetachieved flight normal to the radial vector from the target. Second, theaircraft can be circumnavigating the target, such that the necessaryturn angle (i.e., the angle between the present velocity and the finalapproach angle) is likely to be (though not necessarily be) close to90°. Thirdly, the aircraft can be receding from the target, such thatthe necessary turn angle (i.e., the angle between the present velocityand the final approach angle) is greater than 90°.

Commit Function Operational Variations

In a first operational variation, the operator may select the use of theprior art outbound-and-inbound maneuver. In this operational variation,the operator must reestablish PID on the target once it is flyingdirectly toward the target, and therefore establish the legitimacy ofthe target. In other operational variations, the operator may select oneof a variety of maneuvers that allow for a PID of the target to bemaintained throughout the maneuver. The phrase “PID operationalvariations” is to be defined as operational variations that allow for aPID of the target to be maintained throughout the maneuver so long as anobstruction does not interfere with PID.

With reference to FIGS. 16 and 11, a first PID operational variation 301is the use of a coordinated turn 302 (i.e., a turn with all controlsurfaces coordinated to prevent any aircraft side-slip) to turn theaircraft toward a target 303, such as from a loiter pattern 305. Moreparticularly, from a ground commit-location 307 the turn 302 isconducted and completed prior to entering a preferably straight finalapproach 309 on the target. During this maneuver, the yaw of the camerasystem must be continuously or periodically adjusted to keep the camerapointing toward the target. Because PID must be maintained, the aircraftroll angle is limited by the location of the target in the usable fieldof view. More particularly, the target cannot be allowed to drift pastthe top of the usable field of view.

An advantage of this first PID operational variation 301 is that itlimits the time to reach the target, and the risk of detection.Limitations to the use of this PID operational variation include thepossibility that the aircraft is to high to lose enough altitude beforethe ground location is reached (i.e., flying over the target instead ofat the target). Another limitation is that if a certain length of timein straight flight final approach is desired, the aircraft it must havea wide enough loiter to complete the turn prior to entering the finalapproach.

A second PID operational variation 321 is a two part maneuver. In thefirst part 323, from the ground commit-location 307, the aircraft isdirected to increase its distance from the target while maintaining PID.This can be done by flying past the target, by spiraling away from thetarget, or even by turning partially away from the target. In the secondpart 325, a coordinated turn is used to turn the aircraft back towardthe target, and preferably into a straight final approach 327. Duringthis maneuver, the yaw of the camera system must be continuously orperiodically adjusted to keep the camera pointing toward the target.Because PID must be maintained, the aircraft roll angle (both in turningaway from the target and toward the target) is limited by the locationof the target in the usable field of view. More particularly, the targetcannot be allowed to drift past the either the top or the bottom of theusable field of view.

An advantage of this second PID operational variation 321 is that itallows for more altitude loss prior to reaching the target, whilelimiting the time to reach the target as much as the altitude lossrequirements will allow. Another advantage is that it may significantlylengthen the time spent in straight final approach 327. Thus, if PID islost during the turning portions of the maneuver (such as due toturbulence or obstructions), more time is available to reestablish PIDof the target.

A third PID operational variation 351 is also a two part maneuver. Inthe first part 353, at the ground commit-location 307, the aircraft isdirected to sharply yaw so as to face the target, while maintaining PID.This will cause a significant slip and loss of lift, as the aircraft'sflight vector will not change substantially, and it will not be flyingin the direction it is facing. The pitch of the aircraft must be keptsuch that position of the target in the usable field of view is withinthe safe roll zone. With the target in front of the aircraft and in thesafe roll zone, the aircraft can freely roll without loss of PID.

In the second part 355 of the maneuver, a significant roll is initiatedto turn the aircraft flight vector toward the target. During this partof the maneuver, the yaw of the camera system will usually not need tobe adjusted to keep the camera pointing toward the target. Because PIDis not at risk when the aircraft rolls while facing the target, theaircraft roll angle is not limited by the location of the target in theusable field of view. Once the flight vector is directly toward thetarget, the aircraft roll angle is returned to zero and a straight finalapproach 357 is entered.

An advantage of this third PID operational variation 351 is that it mayprovide for a much sharper turn in the flight path than a coordinatedturn that is limited in roll angle (the first PID operational variation301). Also, the altitude may be reduced during both parts of themaneuver, and a longer final approach 357 may be obtained as compared tothe first PID operational variation 301.

Limitations to the use of this third PID operational variation 351include the fact that the aircraft control surfaces will only be ablecrab the aircraft (turn it in yaw) a certain amount, which will varydepending on factors such as the aerodynamics of the aircraft. It islikely that this crab limitation will be to angles no greater than 90°,and probably to a crab limitation significantly less than 90°. Thus,this PID operational variation might be most useful when the aircraft isflying partially toward the target (such as flying in a straight linetoward an entry point to a circular loiter). Another limitation is thateither or both parts of this maneuver could cause the aircraft to havepartially or completely separated flow over the wing system. As aresult, the control surfaces could lose effect, causing a loss ofcontrol over the aircraft. Therefore, this risk further limits theextent to which the maneuver can be conducted.

Additional PID operational variations may include combinations ofportions of the aforementioned PID operational variations. For example,in a fourth PID operational variation if the aircraft is outside thecrab limitation of the third PID operational variation 351 (e.g., it isin a circular loiter, or it is in a straight line flight passing thetarget), in a first part of a maneuver, the aircraft may be directed tostart the coordinated turn of the first PID operational variations 301.Once the aircraft has turned toward the target enough to be within thecrab limitation of the third PID operational variation, the aircraft isrolled to be level, and then the third PID operational variation isconducted. Optionally, the third PID operational variation yaw could beinitiated without first rolling to level. It should be noted that thisPID operational variation can be used even if the aircraft starts offwithin the crab limitation of the third PID operational variation.

Similar to this, in a fifth PID operational variation, if the aircraftis outside the crab limitation of the third PID operational variation351, in a first part of a maneuver, the aircraft may be directed tostart the coordinated turns of the second PID operational variation 321.Once the aircraft has turned toward the target enough to be within thecrab limitation of the third PID operational variation, the aircraft isrolled to be level, and then the third PID operational variation isconducted. Optionally, the third PID operational variation yaw could beinitiated without first rolling to level. It should be noted that thisPID operational variation can also be used even if the aircraft startsoff within the crab limitation of the third PID operational variation.

It should be noted that additional operational variations may includevariants of the PID operational variations that are programmed for usenear visual obstacles. In these additional operational variations, theautomated control system can be programmed to mimic any one of the PIDoperational variations, and continue to fly the maneuvers even when theview is obstructed by the visual obstacle. Once the obstacle is passed,the view of the target is reestablished, and the operator mustreestablish PID, i.e., establishing that the target is legitimate.

It is to be understood that the invention comprises apparatus andmethods for designing aircrafts and for producing aircrafts, as well asthe apparatus and methods of the aircraft itself. In short, the abovedisclosed features can be combined in a wide variety of configurationswithin the anticipated scope of the invention.

While particular forms of the invention have been illustrated anddescribed, it will be apparent that various modifications can be madewithout departing from the spirit and scope of the invention. Thus,although the invention has been described in detail with reference onlyto the preferred embodiments, those having ordinary skill in the artwill appreciate that various modifications can be made without departingfrom the scope of the invention. Accordingly, the invention is notintended to be limited by the above discussion, and is defined withreference to the following claims.

What is claimed is:
 1. An unmanned aircraft system including anaircraft, comprising: a wing system configured to carry the majority ofthe aircraft weight when in flight; a plurality of control surfacesconfigured to control aircraft pitch, aircraft roll and aircraft yaw inflight; a camera characterized by a field of view, the camera beingmounted on a camera pod, wherein the camera pod is configured to varythe orientation of the camera field of view only in yaw, relative to theaircraft, between a directly forward-looking orientation and a directlyside-looking orientation; and a control system configured to control thecontrol surfaces, and further configured to control the camera pod tochange the camera position in yaw relative to the aircraft; wherein thecontrol system is programmed with a commit function for use when thecamera is observing an identified target that is not directly in frontof the aircraft; and wherein the commit function controls the cameraposition in yaw such that the camera continuously maintains theidentified target within its lateral field of view.
 2. An unmannedaircraft system including an aircraft, comprising: a wing systemconfigured to carry the majority of the aircraft weight when in flight;a plurality of control surfaces configured to control aircraft pitch,aircraft roll and aircraft yaw in flight; a camera characterized by afield of view, the camera being mounted on a camera pod, wherein thecamera pod is configured to vary the orientation of the camera field ofview only in yaw, relative to the aircraft, between a directlyforward-looking orientation and a side-looking orientation; and acontrol system configured to control the control surfaces, and furtherconfigured to control the camera pod to change the camera position inyaw relative to the aircraft; wherein the control system is programmedwith a commit function that controls the aircraft flight and the camerayaw to guide the aircraft toward the target when the target is notdirectly ahead of the aircraft and the camera is observing an identifiedtarget; wherein the commit function controls the control surfaces suchthat they induce a significant aircraft yaw causing the identifiedtarget to be within the field of view of the camera with the camera inthe directly forward-looking orientation; and wherein the commitfunction controls the camera position in yaw such that the cameracontinuously maintains the identified target within its field of view.3. The unmanned aircraft system of claim 1, wherein the commit functionfurther controls the control surfaces such that they induce asignificant aircraft roll when the identified target is within the fieldof view of the camera and the camera is in the directly forward-lookingorientation.
 4. The unmanned aircraft system of claim 1, wherein thecamera pod is configured to vary the orientation of the camera field ofview, relative to the aircraft, between an orientation 45 degrees aft ofa side-looking orientation and a forward-looking orientation.